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demonstrated at the Track in September of that year. £200 finance had been provided by Capt Harold Blackburn so the machines were named Burney Blackburnes. With the start of the war, the War Office had no machines, so volunteer riders had to provide their own – two of the prototypes became the brothers’ mounts. The main body of this book is provided by


reprinting a 1915 publication called Adventures of a Dispatch Riderby W H L Watson, another of the volunteers. It is a day-by-day account of most of the first year of the war with all of its trials and tribulations. This was later withdrawn and a censored version released in 1917, but the text here is in the original form with the cuts noted. There are also descriptions of the other DonRs,


many of whom survived the carnage. As a description of how motorcycle dispatch riding was developed there can be no better text. As for the two prototypes, the 500 survived the war but not the 350. It was parked none-too-well over-night and was run over by a piece of relocat- ing heavy artillery! Its battered frame and forks are shown on the book cover. Both engines performed extremely well in service and appeared after the war as the Blackburne proprietary engines, which powered many racing machines at the Track. Fortunately the riders had their cameras with them so the book is well illustrated with over 100 of their snaps, plus eight maps of the areas where they operated.


Bryan Reynolds


BTM TALK –HARRY SHERRARD ‘TAKING PART –MY 33 YEARS IN MOTORSPORT’


Northern Ireland much you get a map of the UK, identify where all the racing circuits are and pick the university that sits in the middle of them. So, Leicester it is then! With this introduction to himself, Harry Sherrard had certainly connected with the audience as ‘our sort of chap’. Not long after going to university he became actively involved in motor sport, having put an advertisement in Autosport. He got to know Eddie Jordan, who was from southern Ireland, and started working on Eddie’s cars. Initially this was on David Hunt’s (James’s brother) Formula Three car, but later he worked on Martin Brundle’s F3. Harry also worked with a Formula Ford team and part of the deal was that he would get to try a single-seater on a circuit. Thus, in March 1983, having had no training or testing, Harry found himself in a Formula Ford at Silverstone, sharing the track with a well-known hot-shot testing his F3 car – Ayrton Senna! As an impoverished trainee solicitor, Harry decided that the cheapest way into motor racing was the Alfa Romeo championship and so he bought an Alfasud for £750, which doubled up as his road car. Due to its dual purpose, crashing the car whilst racing was considered ‘hypothetical’. After a couple of seasons he managed to graduate to Formula Ford, mostly racing at Lydden Hill, where he occasional raced against a rather quicker David Coulthard. In the early 1990s Harry answered an ad in


H 24


ow do you choose which university to go to? Well, if you haven’t been away from


Harry Sherrard with his book (Gareth Tarr).


News


Autosport, resulting in him becoming an instructor at Peter Gethin’s racing school at Goodwood. On another occasion he worked for Aston Martin at the Geneva Motor Show, demonstrating the DB7 to potential customers in the Swiss Alps. Taking Part – My 33 years in motorsport is the title of Harry’s book about his motor sport memories and over the course of his talk it became clear that he is happy to take part in any form of the sport. Competing in Sports 2000 he had great success in a Crosslé (built in Northern Ireland) which was painted in Gulf colours (but


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